Carbureter for internal-combustion engines.



meme". GAEBURETER FOR INTERNAL COMBUSTION ENGINES.

APPLIOA'TION FILED JAN. 9, 1912.

Patented Sept. 8, 1914 UNITED STATES PATENT FFIO J ULES FAGARD, OF LIEGE, BELGIUM.

CARBURETER FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Sept. 8, 1914.

Application filed January 9, 1912. Serial No. 670.213.

In internal combustion engines starting is often difficult when the engine is cold. Moreover, running at slow speeds is usually defective by reason of the cooling which results from the diminished activity of the engine, and which gives rise to the formation of frost which obstructs, and ultimately completely chokes up the small passages.

The present invention has for its object an arrangement which permits of obtaining easy starting and perfect pick ngup and running at slow speeds.

ing nozzle -supplied with warm air, the

throttle valve being arranged so as to admit,

as it commences to open and before the principal spraying nozzle comes into operation, a supply of air for correcting the over- Moreover the ar-;

rich initial carburation. rangement is such that the auxiliary nozzle cannot receive fuel when the engine is running at normal and high speeds, so as to prevent loss of fuel resulting from the suction produced by the sudden closing of'the valve. This carburetor is also arranged so as to permit of easily removing the two nozzles and soas to facilitate their clean-- ing.

The accompanying drawing represents,

by way of example, a carbureter constructed according to this invention.

Figure 1 is a diagrammatic view, and

Fig. 2 is a vertical section.

The carbureter shown comprlses a chamber a in the upper part .of which is arranged 1 level.

This object is at-. tained by means of a supplementary spray- The newvarrangement is such that when the valve 6 is opened, for. normal or fast runnlng, the flow of fuel in the carburetor has theefl'ect of preventing the supply to the auxiliary, nozzle k, to avoid producing a mixture which is too rich when the engine 18 running at the above speeds, and which wouldalso cause waste when the valve 6 1s suddenly opened. With this. object, the auxillary tube is, leading from the fuel tube 03, 18 open to he atmosphere at i and the nozzle h neeeivesthe fuel through a tube Z,

which extends into the tube to 'h suitable The air is supplied to the auxiliary nozzle 7 by a passage m leading from the nlet f.

The passage d is divided into two parts by the branch tube is, the one party), located between the constant level fuel reservoir 0 and the tube 7c, is of a length suitable for the .quantiy of fuel to be supplied to the engine, so I} at for a certain quantity of fuel supplied to the nozzle e, the resistance of this passage produces a depression in, the tube It in which the tube Z- is situated. .OW- ing ,to this fact the level of the fuel in the said tube-Z falls more and; more and in pro- -p orti0n to the increase in the number. of

revolutions of the engine, that is to say, in

proportion to the rate .of the fuel. from the reservoir toward the nozzle e.

The length and diameter .of the tube q are such that the level cannot fall in the tube is so as to completely empty the latter; moreover the tube Z extends into the tube It that its lower end is situated at a height corresponding to the level to which the fuel falls when the engine is running at the most effici nt speed.- i

The lower end of the tube In communicates with the passage d by an orifice 0 which determines, by its dimensions, the rate of filling of the said tube is after the valve Z) has been closed, and (determines at the same time maximum consumption of fuel by the nozzle k.

' If only the resistance of the passage 39 be opposed to the flow of fuel from the conwill fall to a considerable extent in the nozzle c and the latter will be in an unfavorable condition for working when the valve Z) is opened. To obviate this possible disadvantage it is sufficient to give to the part 9 of passage cl, between the tube 70 and nozzle c, the same diameter but a greater length than the part p, so that the suction of the fuel from the nozzle 6 causes a flow of fuel from the constant level reservoir 0 more readily than from the passage 9 leading to the nozzle 6.

With the same object the passage 9 can be a smaller diameter than p, without its being necessary to give to the said-passage g a greater length; it is equally possible to replace the passages p and g by simple orifices, that corresponding to p having an opening smaller than the other.

In order to reduce the length of the passages g and p, while still obtaining the desired resistances, baffle plates can be provided in the passages, or the latter can be made of helical form, so that the fuel has to flow through a long course in traveling a short distance.

The arrangement represented in Fig. 2 shows a method of carrying out the invention. The length and diameter of'the passage p, is calculated so as to offer, the desired resistance to the flow of the fuel, while the resistance of the tube 9 is increased by a helix n carried by a screw plug 1" located in a bend of the passage g and capable of being easily removed; moreover, the reduced opening 0 and the nozzle h are made in removable screw plugs s and t.. The nozzle 6 is carried by a cone j forming a tight joint and drilled to form a fuel passage. This cone is secured in place in the carbureter by a nut or screwed key u, provided with a rectangular recess '0 which can be engaged with the similarly shaped ends ofthe cone 9' and of the plugs z, s, t, The nut to, when it is turned, acts as a' key and permits of the ready disassembling of the carbureter.

Having fully described my invention, What I desire to claim and secure by Letters Patent is the auxiliary nozzle operative only when the throttle valve is positioned to cause an engino connected with the carburetor to run atless than its normal speed.

2. In a carbureter for internal combustion engines, the combination of a casing, a hydrocarbon reservoir, a main nozzle, an auxiliary nozzle, a conduit for supplying hydrocarbon from the reservoir to both nozzles, and means interposed between said conduit and the auxiliary nozzle whereby the latter is automatically rendered inoperative when the main nozzle is exposed to the suction created by normal speed of the engine connected with the carbureter and is alone operative when starting the engine.

In a carbureter for internal combustion engines, the combination of a casing, a hydrocarbon reservoir, a main nozzle, an

auxiliary nozzle, a conduit for supplying hydrocarbon from the reservoir to both nozzles, and means for retarding the passage of hydrocarbon from the supply conduit to the auxiliary nozzle, whereby said auxiliary nozzle is automatically rendered inoperative when the main nozzle is exposed to the suction created by normal speed of the engine to which the carbureter is connected.

4c. lln a carbureter for internal combustion engines, the combination of a casing, a hydrocarbon reservoir, a main nozzle having a supply conduit connected with the reservoir, a branch conduit connected with said supply conduit, an auxiliary nozzle having its fuel supply pipe extending into said branch conduit, a throttle valve controlling discharge of vapor from the casing, and means controlling the passage of hydrocarbon through said supply conduit where- -by when the throttle is positioned to cause an engine'connected with the carbureter to operate at or above normal speed the amount of hydrocarbon entering the branch conduit will be insuificient to permit operation of the auxiliary nozzle.

5. A carbureter for internal combustion engines comprising, in combination with the principal nozzle, an auxiliary nozzle receiving its fuel from the principal supply pipe with which it communicates by a plug-having a small orifice; the principal nozzle being carried bya conical plug secured in place by a. screwed member which is providedwith a recess which can be engaged with the projecting ends of the plugs of the principal nozzle, of the auxiliary nozzle, of the tube leading to the latter from the supply pipe, and of the helix for increasing the resistance to the. flow of fuel through certain parts of the principal supply pipe. 6. In a carbureter for internal combustion engines, the combination of a casing, a hydrocarbon reservoir, a conduit leading from the reservoir and having branches for supplying hydrocarbon to both nozzles, a throttle valve adjustable to permit only one of the nozzles to discharge hydrocarbon when starting an engine connected with the carbureter, the relative proportions of the branches of the hydrocarbon supply conduit being such that when the throttle valve is adjusted to expose the second nozzle to mea er suction created by the carbureter w en startin or runnlng at low speed, the supply of hy rocarbon to the chamber k being automatically cut ofi' as the throttle is adjusted to expose the main nozzle to the suction created by the engine When 20 running at or above normal speed.

In testimony whereof I aflix my signature in presence of two Witnesses.

JULES FAGARD.

Witnesses:

ISIDORE PoNoELETs, JOSEPH VAN PRQMEREN.

an engine connected With 15 

